In the study a class of multisector network models, suitable for simulation of the interaction between production, demand, trade, and infrastructure, is presented. A characteristic feature of the class is a vintage model of the production system. Hence, the rigidities in existing capacities and the temporary monopolies obtainable from investments in new capacity at favourable locations are emphasized.As special cases, the class contains models in the modelling traditions of "interregional computable general equilibriunT, Hspatial price equilibrium**, "interregional input-output" and transportation networks.On the demand side, a multihousehold spatial linear expenditure system is introduced. This allows for an endogenous representation of income effects of skill-differentiated labour.The models are represented by a set of complementarity problems. This facilitates a comparison of model properties and the choice of an appropriate solution algorithm.The study is mainly devoted to single period models. Such equilibrium models are interpreted as adiabatic approximations of processes in continuous time. A separation by the time scale of the processes and an application of the slaving principle should thus govern the choice of endogenous variables in the equilibrium formulation. / digitalisering@umu

Submitted by Erika Demachki (erikademachki@gmail.com) on 2016-10-20T17:23:18Z No. of bitstreams: 2 Dissertação - Fernanda Antônia Fontes Mendonça - 2016.pdf: 6796501 bytes, checksum: 85be458c70adcac93cf5413ecf680a6b (MD5) license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) / Approved for entry into archive by Erika Demachki (erikademachki@gmail.com) on 2016-10-20T20:40:46Z (GMT) No. of bitstreams: 2 Dissertação - Fernanda Antônia Fontes Mendonça - 2016.pdf: 6796501 bytes, checksum: 85be458c70adcac93cf5413ecf680a6b (MD5) license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) / Made available in DSpace on 2016-10-20T20:40:46Z (GMT). No. of bitstreams: 2 Dissertação - Fernanda Antônia Fontes Mendonça - 2016.pdf: 6796501 bytes, checksum: 85be458c70adcac93cf5413ecf680a6b (MD5) license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) Previous issue date: 2016-02-26 / Fundação de Amparo à Pesquisa do Estado de Goiás - FAPEG / The urban area of medium-sized cities has a strong connection with your traditional center and therefore there is a tendency to transport systems make their trip always converging to the centers. This strong link appears as a result to the availability of services and trades that are installed in the traditional center, in addition to the existence of a significant number of residences there are installed. To the extent that these centers are saturated, due to the high number of vehicles, whether of the individual transport, collective transport, the accessibility is reducing and new centers are being formed. There is then the need to plan the transport network of medium-sized cities aiming to meet these changes of urban space. However, without the full knowledge of the urban space in the study, and without the lifting of the transport network, object of the study, it will be not possible to plan new guidelines for the network. This work, intended, from the new tools of urban planning, identify and compare the centrality obtained with the network public transportation existing, verifying some inconsistencies existing in the network. As tools, was applied the methodology for the identification of centralities proposed by Kneib (2014), which is based on the Delphi’s tool combined with spatial analysis; and subsequently centrality identified were analyzed in conjunction with the transport network, from the tools of Geographic Information Systems - GIS. The city in study was Annapolis, which is located in the state of Goiás. This city has, according to estimates of IBGE (2015) 366.491 in habitants, therefore classified as average city. As the result of investigations, emphasized that the centrality of identification is a process that has made it possible to establish in a city, other locals that resembled to the main center - and that attract many trips - which can contribute to identify and develop guidelines for improvement of network public transportation, due to the close relationship between transport and the use and occupation of the soil. / O espaço urbano de cidades de médio porte possui uma forte ligação com o seu centro tradicional e, portanto, existe uma tendência para que os sistemas de transporte façam suas viagens sempre convergentes aos centros. Esta forte ligação aparece em decorrência da disponibilidade dos serviços e comércios que se encontram instalados nos centro tradicionais, além da existência de um número significativo de residências que lá se encontram instaladas. A medida que estes centros ficam saturados, em razão do alto índice de veículos, seja do transporte individual, seja do transporte coletivo, a acessibilidade vai reduzindo e novos centros vão se formando. Verifica-se portanto a necessidade de planejar a rede de transporte de cidades de médio porte objetivando atender essas alterações do espaço urbano. Entretanto, sem o conhecimento pleno do espaço urbano em estudo, e sem o levantamento da rede de transporte, objeto do estudo, não será possível planejar novas diretrizes para a rede. Este trabalho, pretendeu, a partir de novas ferramenta de planejamento urbano, identificar e comparar as centralidades obtidas com a rede de transporte público coletivo existente, verificando assim algumas inconsistências existentes na rede. Como ferramentas, aplicou-se a metodologia de identificação de centralidades proposta por Kneib (2014), que baseia-se na ferramenta Delphi aliada à análise espacial; e posteriormente as centralidades identificadas foram analisadas em conjunto com a rede de transportes, a partir de ferramentas dos Sistemas de Informação Geográfica – SIG. A cidade em estudo foi Anápolis, localizada no estado de Goiás. Esta cidade possui, segundo estimativa do IBGE (2015) 366.491 habitantes, portanto classificada como cidade média. Como resultados das investigações, destacou-se que a identificação de centralidades é um processo que possibilitou estabelecer em uma cidade, outros locais que se assemelhassem ao centro principal - e que atraem muitas viagens - o que pode contribuir para identificar e potencializar diretrizes para melhoria da rede de transporte coletivo, devido à relação de proximidade entre transportes e uso e ocupação do solo.

Rising concerns related to the effects of traffic congestion have led to the search for alternative transportation solutions. Advances in battery technology have resulted in an increase of electric vehicles (EVs), which serve to reduce the impact of many of the negative consequences of congestion, including pollution and the cost of wasted fuel. Furthermore, the energy-efficiency and quiet operation of electric motors have made feasible concepts such as Urban Air Mobility (UAM), in which electric aircraft transport passengers in dense urban areas prone to severe traffic slowdowns. Electrified transportation may be the solution needed to combat urban gridlock, but many logistical questions related to the design and operation of the resultant transportation networks remain to be answered. This research begins by examining the near-term effects of EV charging networks. Stationary plug-in methods have been the traditional approach to recharge electric ground vehicles; however, dynamic charging technologies that can charge vehicles while they are in motion have recently been introduced that have the potential to eliminate the inconvenience of long charging wait times and the high cost of large batteries. Using an agent-based model verified with traffic data, different network designs incorporating these dynamic chargers are evaluated based on the predicted benefit to EV drivers. A genetic optimization is designed to optimally locate the chargers. Heavily-used highways are found to be much more effective than arterial roads as locations for these chargers, even when installation cost is taken into consideration. This work also explores the potential long-term effects of electrified transportation on urban congestion by examining the implementation of a UAM system. Interdependencies between potential electric air vehicle ranges and speeds are explored in conjunction with desired network structure and size in three different regions of the United States. A method is developed to take all these considerations into account, thus allowing for the creation of a network optimized for UAM operations when vehicle or topological constraints are present. Because the optimization problem is NP-hard, five heuristic algorithms are developed to find potential solutions with acceptable computation times, and are found to be within 10% of the optimal value for the test cases explored. The results from this exploration are used in a second agent-based transportation model that analyzes operational parameters associated with UAM networks, such as service strategy and dispatch frequency, in addition to the considerations associated with network design. General trends between the effectiveness of UAM networks and the various factors explored are identified and presented.

Submitted by Igoor Morro Mello (igoor.mello@unesp.br) on 2018-09-03T21:44:57Z No. of bitstreams: 1 dissertação de mestrado 2018 - Igoor Morro Mello.pdf: 10593338 bytes, checksum: 0253d1ce16d1ea2f863390cd1d68fd1e (MD5) / Approved for entry into archive by Cristina Alexandra de Godoy null (cristina@adm.feis.unesp.br) on 2018-09-04T17:09:34Z (GMT) No. of bitstreams: 1 mello_im_me_ilha.pdf: 10593338 bytes, checksum: 0253d1ce16d1ea2f863390cd1d68fd1e (MD5) / Made available in DSpace on 2018-09-04T17:09:34Z (GMT). No. of bitstreams: 1 mello_im_me_ilha.pdf: 10593338 bytes, checksum: 0253d1ce16d1ea2f863390cd1d68fd1e (MD5) Previous issue date: 2018-08-24 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES) / Nos últimos anos, o uso dos veículos elétricos nas zonas urbanas tem se intensificado. Como política para o aumento na penetração de veículos elétricos e reduzir a poluição do ar, os táxis elétricos vem sendo introduzidos nos sistemas de transporte. Eles necessitam de atenção especial devido aos seus diferentes padrões de condução. Em contraste com os veículos elétricos privados, que podem ser recarregados por um longo período, táxis elétricos necessitam de recarga em um curto período de tempo devido a sua constante operação. Portanto, estações de recarga rápida são necessárias para receber a demanda de recarga dos táxis elétricos e devem estar localizadas em locais estratégicos. Além disso, uma análise deve ser realizada para a conexão destas estações com a rede elétrica. Para melhorar sua alocação e conectividade, este trabalho apresenta uma metodologia para auxiliar na tomada de decisão da instalação de estações de recarga rápida considerando como critérios: locais com maior fluxo de táxis elétricos e baixo nível de carga nas baterias, espaço físico disponível para realizar o carregamento e funções de custo para a conexão das estações de recarga. Os resultados da proposta são mapas com a localização das estações de recarga rápida e análise dos locais de menor custo para a conexão com a rede elétrica. A metodologia é testada em uma cidade de médio porte no Brasil, mostrando a importância dos mapas e funções de custo na tomada de decisão. A proposta é comparada com outras metodologias, mostrando que esta metodologia proposta considera diferentes critérios e cria uma melhor distribuição espacial para as estações de recarga, dando melhores opções aos donos dos táxis elétricos. / In recent years, the use of electric vehicles in urban zones has been intensified. As a policy of increasing the penetration of electric vehicles and reducing air pollution, electric taxis have been introduced into transportation systems. They need special attention because of its different driving patterns. In contrast to private electric vehicles, which can be recharged for a long period, electric taxis need to recharge only for a short time due to their constant operation. Therefore, fast charging stations are required to meet the demand for recharging electric taxis and should be located at strategic places. In addition, an analysis must be performed to connect these stations in the electric network. To improve their allocation and connectivity, this work presents a methodology to help in decision making for installing fast charging stations, considering as criteria: locations with greater flow of electric taxis and low level of state of charge, the available physical space to carry out their recharge and cost functions for the connection of charging stations. The result of the proposal is a map with the location of fast charging stations and analysis of the lowest cost places for connection to the network. The methodology is tested in a medium-sized city in Brazil, showing the importance of this map and cost functions in decision making. The proposal is compared with another methodology, showing that the proposed method considers different criteria and creates a better spatial distribution of charging stations giving better options to the owners of electric taxis. / CAPES: 1667419

Orientador: Antonio Padilha Feltrin / Abstract: In recent years, the use of electric vehicles in urban zones has been intensified. As a policy of increasing the penetration of electric vehicles and reducing air pollution, electric taxis have been introduced into transportation systems. They need special attention because of its different driving patterns. In contrast to private electric vehicles, which can be recharged for a long period, electric taxis need to recharge only for a short time due to their constant operation. Therefore, fast charging stations are required to meet the demand for recharging electric taxis and should be located at strategic places. In addition, an analysis must be performed to connect these stations in the electric network. To improve their allocation and connectivity, this work presents a methodology to help in decision making for installing fast charging stations, considering as criteria: locations with greater flow of electric taxis and low level of state of charge, the available physical space to carry out their recharge and cost functions for the connection of charging stations. The result of the proposal is a map with the location of fast charging stations and analysis of the lowest cost places for connection to the network. The methodology is tested in a medium-sized city in Brazil, showing the importance of this map and cost functions in decision making. The proposal is compared with another methodology, showing that the proposed method considers different criteria and creates a better s... (Complete abstract click electronic access below) / Resumo: Nos últimos anos, o uso dos veículos elétricos nas zonas urbanas tem se intensificado. Como política para o aumento na penetração de veículos elétricos e reduzir a poluição do ar, os táxis elétricos vem sendo introduzidos nos sistemas de transporte. Eles necessitam de atenção especial devido aos seus diferentes padrões de condução. Em contraste com os veículos elétricos privados, que podem ser recarregados por um longo período, táxis elétricos necessitam de recarga em um curto período de tempo devido a sua constante operação. Portanto, estações de recarga rápida são necessárias para receber a demanda de recarga dos táxis elétricos e devem estar localizadas em locais estratégicos. Além disso, uma análise deve ser realizada para a conexão destas estações com a rede elétrica. Para melhorar sua alocação e conectividade, este trabalho apresenta uma metodologia para auxiliar na tomada de decisão da instalação de estações de recarga rápida considerando como critérios: locais com maior fluxo de táxis elétricos e baixo nível de carga nas baterias, espaço físico disponível para realizar o carregamento e funções de custo para a conexão das estações de recarga. Os resultados da proposta são mapas com a localização das estações de recarga rápida e análise dos locais de menor custo para a conexão com a rede elétrica. A metodologia é testada em uma cidade de médio porte no Brasil, mostrando a importância dos mapas e funções de custo na tomada de decisão. A proposta é comparada com outras me... (Resumo completo, clicar acesso eletrônico abaixo) / Mestre

La grande vitesse ferroviaire, destinée à réduire les distances-temps entre les grandes métropoles françaises et européennes, conduit à inscrire les espaces intermédiaires dans une situation peu favorable. Fortement polarisé par les grands foyers urbains qui l’encadrent, ce type d’espace est généralement réduit à son unique statut d’aire de transit. Pourtant, la branche Est, premier tronçon du projet de LGV Rhin-Rhône, de par sa dimension régionale, constitue le facteur d’émergence d’un processus de territorialisation de l’aire Rhin-Rhône. Ainsi, l’arrivée de la grande vitesse ferroviaire est à l’origine de la création d’un réseau de villes qui s’étend de Dijon à Bâle. Pour répondre à cette problématique territoriale, l’analyse fine des configurations spatiales, enrichie par l’approche des représentations, permet de voir dans quelle mesure l’aire Rhin-Rhône est, à l’heure actuelle, dépourvue d’une dimension territoriale. Ensuite, l’entrée par les configurations des réseaux de transport et les pratiques de mobilité permettent de voir comment le projet de LGV Rhin-Rhône s’insère au sein de l’aire d’étude. Enfin, les trois formes d’appropriation choisies : les jeux d’acteurs dans la définition du tracé, les projets de valorisation et les stratégies de promotion territoriale associées à la nouvelle offre ferroviaire, visent à montrer comment les perceptions des gains d’accessibilité par les acteurs locaux peuvent conduire à inscrire l’aire Rhin-Rhône dans un processus de territorialisation. Cette recherche met en évidence la difficile adaptation de la grande vitesse ferroviaire à la desserte des espaces intermédiaires. La localisation des nouvelles gares TGV en périphérie des agglomérations franc-comtoises et la construction de deux contournements ferroviaires aux extrémités de la LGV, constituent des freins au développement de la grande vitesse régionale, condition pourtant nécessaire au fonctionnement territorial de l’aire Rhin-Rhône. En plus d’être un facteur du renforcement de la situation intermédiaire de l’aire Rhin-Rhône, la branche Est exacerbe les concurrences et rivalités entre territoires. En témoigne la redondance des projets de valorisation destinés à accueillir des activités tertiaires, les agglomérations, séparées seulement d’une centaine de kilomètres, adoptant des stratégies similaires. Si l’analyse de l’insertion de la branche Est au sein de l’aire Rhin-Rhône souligne la rigidité du modèle français à grande vitesse, ce cas d’étude fournit des pistes de réflexion sur l’élaboration des futurs projets de LGV, dont la réalisation sera étroitement dépendante du soutien financier des collectivités territoriales. / High-speed rail, destined to reduce the times-distances between major French and European cities, tends to push intermediary spaces into a rather unfavorable situation. Strongly polarized by the large urban centers that surround them, these intermediary areas are usually reduced to their sole status of transit areas. However, the Eastern tract, the first section of the LGV Rhine-Rhône project, through its regional dimension, constitutes a factor in the emergence of a territorialization process of the Rhine-Rhone area. Thus, the arrival of high speed rail is responsible for the creation of a network of cities that extends from Dijon to Basel.To address this territorial issue, a detailed analysis of spatial patterns, enriched by a representative approach, allows one to realize how devoid of any territorial dimension the Rhine-Rhône area currently is. A subsequent focus on the configurations of the transportation networks and on human-mobility practices shows how the proposed Rhine-Rhône LGV fits into the study area. Finally, the three forms of appropriation strategies selected; the stakeholders’ interactions in the project delineation, the development projects and the territorial promotion strategies associated to the new rail service, are aimed at showing how perceptions of accessibility gains by local stakeholders can lead to the inclusion of the Rhine-Rhone area into a process of territorialization.This research highlights the difficult adaptation of high-speed rail to the service of intermediary spaces. The location of new TGV stations on the outskirts of Franche-Comté cities and the construction of two railway bypasses at the ends of the LGV, constitute hurdles to the development of a regional high speed network, itself a necessary pre-condition to a territorial operation of the Rhine-Rhône area. In addition to being a factor in the cementing of the intermediary situation of the Rhine-Rhône area, the Eastern tract exacerbates territorial competition and rivalry. This is further shown by the redundancy of development projects designed to accommodate tertiary activities, whereby cities, separated by a mere hundred kilometers, adopt similar strategies. While the analysis of the insertion of the Eastern tract into the Rhine-Rhone area emphasizes the rigidity of the French high-speed model, this case study provides food for thought on the development of future LGV projects, whose implementation will be closely dependent upon the financial support of local authorities.

<p>Autonomous systems are often deployed in dynamic environments and are challenged with unexpected changes (novelties) in the environments where they receive novel data that was not seen during training. Given the uncertainty, they should be able to operate without (or with limited) human intervention and they are expected to (1) Adapt to such changes while still being effective and efficient in performing their multiple tasks. The system should be able to provide continuous availability of its critical functionalities. (2) Make informed decisions independently from any central authority. (3) Be Cognitive: learns the new context, its possible actions, and be rich in knowledge discovery through mining and pattern recognition. (4) Be Reflexive: reacts to novel unknown data as well as to security threats without terminating on-going critical missions. These characteristics combine to create the workflow of autonomous decision-making process in multi-agent environments (i.e.,) any action taken by the system must go through these characteristic models to autonomously make an ideal decision based on the situation. </p> <p><br></p> <p>In this dissertation, we propose novel learning-based models to enhance the decision-making process in autonomous multi-agent systems where agents are able to detect novelties (i.e., unexpected changes in the environment), and adapt to it in a timely manner. For this purpose, we explore two complex and highly dynamic domains </p> <p>(1) Transportation Networks (e.g., Ridesharing application): where we develop AdaPool: a novel distributed diurnal-adaptive decision-making framework for multi-agent autonomous vehicles using model-free deep reinforcement learning and change point detection. (2) Multi-agent games (e.g., Monopoly): for which we propose a hybrid approach that combines deep reinforcement learning (for frequent but complex decisions) with a fixed-policy approach (for infrequent but straightforward decisions) to facilitate decision-making and it is also adaptive to novelties. (3) Further, we present a domain agnostic approach for decision making without prior knowledge in dynamic environments using Bootstrapped DQN. Finally, to enhance security of autonomous multi-agent systems, (4) we develop a machine learning based resilience testing of address randomization moving target defense. Additionally, to further  improve the decision-making process, we present (5) a novel framework for multi-agent deep covering option discovery that is designed to accelerate exploration (which is the first step of decision-making for autonomous agents), by identifying potential collaborative agents and encouraging visiting the under-represented states in their joint observation space. </p>